CN102803677B - Two-stroke engine and related method - Google Patents

Abstract

A two-stroke engine (10) includes a crankshaft (12) rotatable about an axis (14) and an engine block (20) including a combustion cylinder (28) and a compression cylinder (26). A first piston (38) is slidably disposed within the combustion cylinder (28) and is operatively coupled to the crankshaft (12) for reciprocating movement within the combustion cylinder (28) through a power stroke during each rotation of the crankshaft (12) about the axis (14). A second piston (36) is slidably disposed within the compression cylinder (26) and is operatively coupled to the crankshaft (12) for reciprocating movement within the compression cylinder (26) such that fresh air is received and compressed within the compression cylinder (26) during each rotation of the crankshaft (12) about the axis (14).

Description

Two-stroke engine and related method

technical field

This invention relates generally to internal combustion engines, and more particularly to an improved two-stroke engine.

Background technique

It is known that internal combustion engines are used to generate power, for example for propelling a vehicle. In an internal combustion engine, the working fluid of the engine includes air and fuel and the products of combustion. In addition, useful work is produced by the expansion of hot gases acting directly on the moving surfaces of the engine, such as the tops of pistons, where the reciprocating linear motion of the pistons is converted into rotational motion of the crankshaft by connecting rods or similar devices.

Conventional internal combustion engines can be of the two-stroke or four-stroke type. In a conventional four-stroke engine, power is recovered from the combustion process in four separate piston movements or strokes of a single piston. In such engines, the piston moves through the power stroke once for every two revolutions of the crankshaft. On the other hand, in a conventional two-stroke engine, power is derived from the combustion process in only two piston movements or strokes of the piston. In this type of engine, the piston moves through the power stroke once for every single revolution of the crankshaft.

Although two-stroke engines are known to have advantages over their four-stroke counterparts, their operation makes them somewhat undesirable in certain applications. For example, conventional two-stroke engines are known to have poor combustion control, which results in relatively high emission levels. In some cases, the emissions associated with conventional two-stroke engines are too high to comply with proposed regulations on vehicle pollutant emissions. Furthermore, conventional two-stroke engines require the user to provide a predetermined ratio of fuel and oil mixture to operate the engine, which can be inconvenient.

What is needed, therefore, is a two-stroke engine that addresses these and other deficiencies associated with conventional two-stroke engines.

Contents of the invention

In one embodiment, a two-stroke engine is provided. The engine includes a crankshaft rotatable about an axis, and an engine block including a combustion cylinder and a compression cylinder. A first piston is slidably disposed within the combustion cylinder and is operatively coupled to the crankshaft for reciprocating movement within the combustion cylinder by a power stroke during each revolution (ie, a single revolution) of the crankshaft about an axis. The second piston is slidably disposed within the compression cylinder, and is operatively coupled to the crankshaft for reciprocating movement within the compression cylinder such that fresh air flows in the compression cylinder during each revolution (i.e., a single revolution) of the crankshaft about the axis is received and compressed.

A conduit provides fluid communication between the combustion cylinder and the compression cylinder, and a fuel injector communicates with the combustion cylinder to admit fuel into the combustion cylinder. A first rotary valve and a second rotary valve in the engine block are operably coupled to the crankshaft for rotation relative to the crankshaft. The first and second rotary valves are respectively rotatable to selectively admit fresh air into the compression cylinder and to allow compressed air to flow into the conduit. The first rotary valve and the second rotary valve are operable such that compressed air in the compression cylinder is communicated to the combustion cylinder via a conduit and purges substantially all of the contents of the combustion cylinder prior to allowing fuel to enter the combustion cylinder through the fuel injector.

In a particular embodiment, each of the first rotary valve and the second rotary valve is operably coupled to the crankshaft for rotation at approximately half the rotational speed of the crankshaft. In an aspect of certain embodiments, the conduit can define a first volume for holding air and the combustion cylinder can define a first maximum volume for holding air and fuel, wherein the first volume is greater than the maximum volume of the combustion cylinder. Additionally or alternatively, the compression cylinder may define a second maximum volume for holding air, the second maximum volume being greater than the first maximum volume of the combustion cylinder. The duct may comprise a plurality of fins for cooling the air in the duct. In one embodiment, the first rotary valve includes a first passage extending generally transverse to the axis of rotation of the first rotary valve, and wherein rotation of the first rotary valve intermittently provides fluid between the compression cylinder and the conduit through the first passage connected. The second rotary valve may include a second passage extending generally transverse to the axis of rotation of the second rotary valve, wherein rotation of the second rotary valve intermittently provides fluid communication between the compression cylinder and the external air source through the second passage.

The first rotary valve and the second rotary valve are positionable adjacent an end of the compression cylinder and are rotatable about respective axes that are generally parallel to each other and to a rotational axis of the crankshaft. A fuel injector is operatively coupled to the conduit for injecting fuel into the conduit. The engine may also include an exhaust duct in fluid communication with the combustion cylinder for exhausting exhaust gas from the combustion cylinder. The exhaust duct may expand from a first cross-sectional area at a location adjacent the combustion cylinder to a second cross-sectional area greater than the first cross-sectional area at another location distal to the combustion cylinder. The exhaust duct may comprise at least one side wall inclined at an angle of approximately 45° relative to the longitudinal axis of the exhaust duct.

Description of drawings

FIG. 1 is a schematic perspective view of an exemplary embodiment of a two-stroke engine according to the present disclosure.

2A is a cross-sectional view taken generally along line 2A-2A in FIG. 1 , showing its first and second pistons in respective first orientations.

Figure 2B is a view similar to Figure 2A, showing the first and second pistons in respective orientations different from those in Figure 2A.

Figure 2C is a view similar to Figures 2A and 2B, showing the first and second pistons in respective orientations different from those in Figures 2A and 2B.

2D is a view similar to FIGS. 2A-2C showing the first and second pistons in respective orientations different from those in FIGS. 2A-2C .

3 is a schematic top view of another exemplary embodiment of a two-stroke engine according to the present disclosure.

detailed description

Referring to the drawings, and particularly FIG. 1 , an exemplary two-stroke engine 10 according to the present disclosure includes a crankshaft 12 rotatable about an axis of rotation 14 and disposed within an engine block 20 of the engine 10 . Engine 10 includes compression cylinder 26 and combustion cylinder 28 , and first piston 36 and second piston 38 ( FIG. 2A ) slidably disposed within compression cylinder 26 and combustion cylinder 28 , respectively. As described in further detail below, engine block 20 is connected via conduit 40 to an air supply source, and to a fuel supply source (not shown), wherein a mixture of fuel and air is delivered to combustion cylinder 28 for use in to burn. Combustion residues are exhausted from engine block 20 through exhaust pipe 46 . Spark plug 50 is coupled to combustion cylinder 28 and provides a source of ignition for combustion of the air/fuel mixture in combustion cylinder 28 . Air is fed into the compression cylinder 26 via conduit 40 and from the compression cylinder 26 to the combustion cylinder 28 via conduit 51 by the rotation of a pair of rotary valves 60, 62 provided in the head portion 64 of the compression cylinder 26. control. As described in more detail below, control unit 70 controls operation of engine 10 , particularly the flow of fuel into combustion cylinder 28 via fuel injector 72 .

The first and second rotary valves 60, 62 of the exemplary embodiment are generally parallel to each other and rotate about respective first and second axes 60a, 62a, which in turn are generally parallel on the axis of rotation 14 of the crankshaft 12 . First rotary valve 60 and second rotary valve 62 are coupled to crankshaft 12 , such as by gears (not shown), such that rotation of crankshaft 12 causes rotary valves 60 , 62 to rotate. More specifically, in the exemplary embodiment, the coupling between crankshaft 12 and first and second rotary valves 60 , 62 is such that rotary valves 60 , 62 are rotatable relative to crankshaft 12 . For example and without limitation, the coupling between the first and second rotary valves 60 , 62 and the crankshaft 12 may cause the rotary valves 60 , 62 to rotate at approximately half the rotational speed of the crankshaft 12 . Furthermore, in the exemplary embodiment, first rotary valve 60 and second rotary valve 62 may be positioned such that each is positioned approximately midway between the center of compression cylinder 26 and its sidewall.

Referring now to FIGS. 2A-2D , the operation of the two-stroke engine 10 is illustrated. As noted above, the first piston 36 and the second piston 38 are slidably disposed within the compression cylinder 26 and the combustion cylinder 28 , respectively, for reciprocating movement within the compression cylinder 26 and the combustion cylinder 28 . First piston 36 and second piston 38 , in turn, are operatively coupled to crankshaft 12 via respective first and second connecting rods 80 , 82 that are eccentrically coupled to crankshaft 12 . Accordingly, reciprocating linear motion of the first piston 36 and the second piston 38 causes the crankshaft 12 to rotate, eg, generally in the direction of arrow 85 . Although not shown, crankshaft 12 is in turn coupled to pulleys or a drive train to thereby provide a source of power to, for example, a vehicle on which engine 10 is mounted.

Referring specifically to FIG. 2A , the first rotary valve 60 is shown in an open position, thereby providing fluid communication between the air supply conduit 40 and the compression cylinder 26 . More specifically, the first rotary valve 60 includes a first passage 88 extending generally transverse to the axis of rotation 60a of the first rotary valve 60 such that its rotation intermittently provides the interior and supply of the compression cylinder 26 as shown. The fluid communication between the conduits 40 for delivering air. Likewise, the second rotary valve 62 includes a second passage 93 extending generally transverse to the axis of rotation 62a of the second rotary valve 62 such that its rotation intermittently provides fluid communication between the interior of the compression cylinder 26 and the conduit 51 .

In FIG. 2A , the first rotary valve 60 is in the open position so that air from the conduit 40 is in the first piston 36 at a position defining a first maximum volume 86 for holding air in the compression cylinder 26 as shown in FIG. 2A . position to fill the interior of the compression cylinder 26 (arrow 91). The illustrated position of the first piston 36 corresponds to the bottommost position of the first piston 36 . Rotation of the first rotary valve 60 away from the position generally shown in FIG. 2A causes the first rotary valve 60 to close, which thereby closes any fluid communication between the conduit 40 supplying air and the compression cylinder 26 . In the view shown ( FIG. 2A ), the second rotary valve 62 is in the closed position, ie so that no flow is allowed between the compression cylinder 26 and the conduit 51 .

Furthermore, in the view shown in FIG. 2A , the second piston 38 is at a position within the combustion cylinder 28 such that there is fluid communication between the conduit 51 and the combustion cylinder 28 through the port 94 of the combustion cylinder 28 . This fluid communication allows air or a mixture of fuel and air to flow from conduit 51 into combustion cylinder 28 , as indicated generally by arrow 96 . The illustrated bottommost position of the second piston 38 defines a maximum holding volume 100 for holding the air/fuel mixture within the combustion cylinder 28 .

In one aspect of this embodiment, the amount of air flowing from conduit 51 into combustion cylinder 28 is such that substantially all of the contents of combustion cylinder 28 are purged by the air flowing from conduit 51 into combustion cylinder 28 . In this regard, substantially all of the contents (eg, exhaust gases and unburned residue, if any) previously held in combustion cylinder 28 are expelled through exhaust pipe 46 (arrow 106 ). In this particular embodiment, the shape and size of conduit 51 , and the size of compression cylinder 26 relative to the size of combustion cylinder 28 , facilitate substantially complete removal of the contents of combustion cylinder 28 . More specifically, in this embodiment, the shape and size of conduit 51 define a holding volume 110 for compressed air in conduit 51 that is greater than the maximum volume 100 for holding the air/fuel mixture in combustion cylinder 28 , such that when pressurized air in conduit 51 flows into combustion cylinder 28 , substantially all of the contents of combustion cylinder 28 are replaced by clean air and exhausted through exhaust duct 46 .

Likewise, the maximum volume 86 of the compression cylinder 26 is greater than the maximum volume 100 of the combustion cylinder 28 to further facilitate substantially complete purging of the contents of the combustion cylinder 28 . More specifically, compression cylinder 26 supplies a volume of compressed air to conduit 51 sufficiently large to enable such substantially complete purging. For example and without limitation, the amount of air available for scavenging from conduit 51 may exceed approximately 100% of the maximum volume 100 of combustion cylinder 28, allowing some of the clean air supplied by conduit 51 to separate the interior of combustion cylinder 28 from the exhaust when closed. Port 113 , to which air duct 46 communicates, previously exited combustion cylinder 28 via exhaust duct 46 . Thus, not only all combustion residues are expelled from the combustion cylinder 28 by purge air, but even some purge air is expelled, thereby providing substantially complete purging of the contents of the combustion cylinder 28 . In this embodiment, fuel injector 72 coupled to conduit 51 is controlled by control unit 70 which instructs fuel injector 72 to supply fuel to conduit 51 only after substantially all of the exhaust gases of combustion cylinder 28 have been expelled. middle. For example and without limitation, control unit 70 may instruct fuel injector 72 to supply fuel into conduit 51 only after at least about 15% of the compressed air in conduit 51 has flowed into combustion cylinder 28 . Thus, this operation allows a substantially clean mixture of air and fuel to exist in the combustion cylinder 28 prior to combustion without virtually any residue of previous combustion present in the combustion cylinder 28 .

Referring to FIG. 2B , first rotary valve 60 is shown in a closed position and second rotary valve 62 is shown in an open position, thereby providing fluid communication between compression cylinder 26 and conduit 51 . In this regard, air is compressed by movement of the first piston 36 in a direction towards the head portion 64 of the compression cylinder 26 . Compressed air flows from the compression cylinder 26 and enters the conduit 51 (arrow 114 ) via the second passage 93 of the second rotary valve 62 . The duct 51 of this exemplary embodiment has a plurality of fins 120 extending from the main portion of the duct 51 which allow heat transfer between the air in the duct 51 and the surrounding environment to thereby control the temperature of the air passing through the duct 51 . In this regard, for example, the temperature of the air in conduit 51 may be controlled to be less than about 180°F. In the view shown ( FIG. 2B ), the first piston 36 is shown moving in the compression cylinder 26 towards the head portion 64 , while the second piston 38 is shown blocking fluid communication between the combustion cylinder 28 and the conduit 51 , and Fluid communication between combustion cylinder 28 and exhaust duct 46 is blocked, allowing air to be compressed by first piston 36 into conduit 51 . For example and without limitation, the air in conduit 51 may be pressurized to less than about 60 psi. Additionally, in the illustrated position of the second piston 38 , the second piston 38 moves upwardly thereby compressing the air and fuel mixture held in the combustion cylinder 28 .

Referring to FIG. 2C , the second piston 38 is shown having reached its target position within the combustion cylinder 28 and the spark plug 50 is shown igniting the air and fuel mixture held in the combustion cylinder 28 , thereby initiating the power stroke of the second piston 38 . In FIG. 2C , the second rotary valve 62 is in the closed position, so that the air held in the conduit 51 is not allowed to flow back into the compression cylinder 26 . Furthermore, the position of the second piston 38 within the combustion cylinder 28 is such that fluid communication between the combustion cylinder 28 and the conduit 51 and the exhaust pipe 46 is blocked. As the second piston 38 moves downward on the power stroke (ie, toward the position shown in FIG. 2A ), fluid communication is re-established between the combustion cylinder 28 and the exhaust pipe 46 so that combustion residues flow from the combustion cylinder. 28 exits through exhaust duct 46.

In the view shown in FIG. 2D , the first piston 36 is moved downwards to allow the compression cylinder 26 to be subsequently filled with fresh air (as described above), and the second piston 38 is moved downwards to allow exhaust gases to flow from the combustion cylinder 28 Flow through exhaust pipe 46 . As second piston 38 advances toward its bottom-most position ( FIG. 2A ), and passes through port 94 and exhaust port 113 , clean air flows from conduit 51 into combustion cylinder 28 and substantially replaces any air that may be present in combustion cylinder 28 . All combustion residues. Exhaust gases will also begin to flow out of combustion cylinder 28 and through exhaust pipe 46 .

As noted above, movement of the second piston 38 within the combustion cylinder 28 from the topmost position toward the position generally shown in FIG. 2A defines the power stroke of the engine 10 . Likewise, movement of second piston 38 within combustion cylinder 28 from the position generally shown in FIG. 2A to the position generally shown in FIG. 2C defines the intake, exhaust and compression strokes of engine 10 .

As shown by the sequence shown in FIGS. 2A-2D , two strokes of the first piston 36 and two strokes of the second piston 38 occur during a single revolution (ie, a single revolution) of the crankshaft 12 . Such operation, and specifically the two strokes of second piston 38 within combustion cylinder 28 , thus defines the two-stroke operation of engine 10 . In this two-stroke operation, exhaust gas is substantially completely purged from combustion cylinder 28 and at the time control unit 70 instructs fuel injector 72 to inject fuel into conduit 51 , resulting in substantially complete atomization of fuel injected into engine 10 . The substantially complete purge also prevents unburned raw fuel in the combustion cylinder 28 from mixing or contaminating with fresh fuel or clean air directed into the combustion cylinder 28 . This operation eliminates or at least significantly reduces the formation of hydrocarbons.

In the exemplary embodiment shown in the figures, the location of fuel injector 72 in conduit 51, and the controlled timing for injecting fuel into conduit 51 is such that fuel is injected directly into combustion cylinder 28 flowing through conduit 51. The higher speed high temperature compression purges the air, which provides enough time for complete atomization of the fuel. Complete atomization in turn minimizes the cold start problems observed in conventional engines, especially when using alcohol-based fuels. Alternatively, it is contemplated that fuel injector 72 may be coupled directly to combustion cylinder 28 instead of conduit 51 .

In the exemplary embodiment, the cross-sectional shape of exhaust pipe 46 varies from a position coupled to combustion cylinder 28 to a position remote from combustion cylinder 28 . More specifically, in this embodiment, exhaust duct 46 has a greater cross-sectional area at a location distal to combustion cylinder 28 relative to a location adjacent port 113 of combustion cylinder 28 . Furthermore, in this particular embodiment, the exhaust duct 46 includes a side wall 122 that defines an angle of approximately 45° relative to the longitudinal axis 46a ( FIG. 2A ) of the exhaust duct 46 . This configuration allows the spent contents of the combustion cylinder 28 to flow easily through the exhaust pipe 46 at a relatively low pressure.

The above-mentioned engines can use different types of fuels, such as alcohol-based renewable fuels, hydrogen or propane, without adding lubricating oil to the fuel. This allows for significant improvements in engine fuel economy and power output, as well as reductions in engine emissions, when compared to conventional two-stroke or four-stroke engines. Additionally, the relatively small number of engine 10 parts provides a weight savings over conventional engines. The relatively small number of parts also results in reduced engine manufacturing costs. It is estimated that the engine can achieve a thermal efficiency of 1.25 due to the substantially complete elimination of hot residual gases from the combustion cylinder 28, which also results in a reduction or elimination of parasitic losses when compared to conventional two-stroke and four-stroke engines.

Although these figures show an engine with one combustion cylinder and one compression cylinder, one of ordinary skill in the art will readily recognize that an engine with any even number of cylinders can be adapted to apply the principles described above. For example and without limitation, an engine may have an even number of cylinders, with the previously defined pairs of compression and combustion cylinders, where each compression cylinder is in fluid communication with one compression cylinder generally as shown in the figure above and described above. In such a multi-cylinder engine, multiple fuel injectors may be present and may be controlled independently, or alternatively by a single control unit. Furthermore, in this engine, a plurality of spark plugs are operatively (eg, electrically) coupled to each other and to the ignition by cables in a manner known to those skilled in the art. Furthermore, it will be appreciated that various conventional engines currently configured to operate with gasoline may be converted to conform to the structure and operation of the exemplary engines shown and described herein. Engines according to the present disclosure may also have various cylinder configurations or arrangements, such as in-line arrangements, V-arrangements, opposed cylinders, or various other configurations.

An exemplary engine having more than one compression cylinder and more than one combustion cylinder is shown in FIG. 3 , where like reference numbers refer to like features in previous figures. FIG. 3 shows an exemplary engine 180 having three compression cylinders 26a, 26b, and 26c in fluid communication with three combustion cylinders 28a, 28b, and 28c, respectively, via respective conduits 51a, 51b, and 51c. Air is supplied to each compression cylinder 26a, 26b, 26c via a respective conduit 40a, 40b, 40c, while fuel is supplied to the compression cylinders 28a, 28b, 28c via a respective fuel injector 50. Exhaust and air from each combustion cylinder 28a, 28b, 28c exits the engine 180 via a common exhaust duct 196 as schematically depicted. Sets of bearings 200, 202 respectively support the respective rotary valves 60, 62 of the engine 180 for their respective rotations, while a pump 210 supplying oil, fuel and/or coolant fluid to the engine 180 is schematically depicted. Airframe 211. A plurality of seals 212 are provided between the compression cylinders 26a, 26b, 26c to prevent fluid flow therebetween, while the bearing 200 is sealed and/or lubricated by oil supplied by the pump 210 . In one aspect of this embodiment, coolant supplied by pump 210 may be used to cool the air in conduits 51a, 51b, 51c, compression cylinders 26a, 26b, 26c, and/or combustion cylinders 28a, 28b, 28c. Pairs of gears 215, 216 control rotation of the rotary valves 60, 62 and are coupled to a crankshaft (not shown in this figure).

While the invention has been illustrated by the description of various embodiments, and although these embodiments have been described in some detail, it is not intended that the scope of the appended claims be limited or in any way limited to such details. The various features shown and described herein can be used alone or in combination. Additional advantages and modifications will readily appear to those skilled in the art. Therefore, the invention in its broader aspects is not limited to the specific details, representative apparatus and methods, and illustrative examples shown and described. Accordingly, departures may be made from such details without departing from the spirit and scope of the general inventive concept.

Claims (20)

1. a two stroke engine, it comprises:

The bent axle rotated about the axis can be enclosed;

Engine body, described engine body comprises deflagrating jar and compression cylinder;

First piston, described first piston is slidably disposed in described deflagrating jar, and is operatively connected on described bent axle, for during rotating around each time of described axis at described bent axle by power stroke to-and-fro motion in described deflagrating jar;

Second piston, described second piston is slidably disposed in described compression cylinder, and be operatively connected to to-and-fro motion in described compression cylinder on described bent axle, make to receive in described compression cylinder during described bent axle rotates around each time of described axis and compression fresh air;

Conduit, the fluid that described conduit is provided between described deflagrating jar with described compression cylinder is communicated with;

Fuel injector, described fuel injector is communicated with to allow fuel to enter in described deflagrating jar with described deflagrating jar;

Operatively to be connected on described bent axle with relative to the first rotary valve of described crankshaft rotating and the second rotary valve in described engine body, described first rotary valve and described second rotary valve respectively rotatable, to allow that fresh air to enter in described compression cylinder and to allow pressurized air to flow in described conduit selectively; And

Described first rotary valve operates into described second rotary valve and makes the pressurized air in described compression cylinder be passed to described deflagrating jar via described conduit, and removes roughly all the elements thing of described deflagrating jar before permission fuel enters in described deflagrating jar by described fuel injector;

Wherein, described conduit is open to described deflagrating jar during removing;

Wherein, described conduit defines the first volume for keeping air, and described deflagrating jar defines the first maximum volume of the mixture for keeping air and fuel, described first volume of described conduit is enough to place the volume larger than described first maximum volume of described deflagrating jar.

2. motor according to claim 1, is characterized in that, each in described first rotary valve and described second rotary valve is all operatively connected on described bent axle with the only about half of rotation of described crankshaft rotating speed.

3. motor according to claim 1, is characterized in that, described first volume of described conduit is greater than described first maximum volume of described deflagrating jar, and the roughly all the elements thing for removing described deflagrating jar adds the clean air of additional volume.

4. motor according to claim 1, it is characterized in that, described compression cylinder is defined for the second maximum volume keeping air, and described second maximum volume is greater than described first maximum volume, and the roughly all the elements thing for removing described deflagrating jar adds the clean air of additional volume.

5. motor according to claim 1, is characterized in that, described conduit comprises the multiple fins for controlling the air temperature in described conduit.

6. motor according to claim 1, it is characterized in that, described first rotary valve comprise roughly be transverse to described first rotary valve spin axis extend the first path, and the rotational discontinuity of wherein said first rotary valve provide described compression cylinder to be communicated with the fluid between external source of air.

7. motor according to claim 1, it is characterized in that, described second rotary valve comprises the alternate path of the spin axis extension being roughly transverse to described second rotary valve, and the described alternate path that is rotated through of wherein said second rotary valve provides the fluid between described compression cylinder with described conduit to be communicated with discontinuously.

8. motor according to claim 1, it is characterized in that, described first rotary valve and described second rotary valve are positioned to the end of contiguous described compression cylinder, and can rotate around corresponding axis, and corresponding axis is roughly parallel to each other and is roughly parallel to the spin axis of described bent axle.

9. motor according to claim 1, is characterized in that, is connected on described deflagrating jar described fuel injector fluid and injects fuel in described deflagrating jar.

10. motor according to claim 1, is characterized in that, described motor also comprises:

Outlet pipe, described outlet pipe is communicated with described deflagrating jar fluid to come from described deflagrating jar combustion gas, and described outlet pipe is greater than the second section area of described first section area from the another position that the first section area of the position of contiguous described deflagrating jar expands described deflagrating jar far-end to.

11. motors according to claim 10, is characterized in that, described outlet pipe comprises at least one sidewall, at least one sidewall described relative to the longitudinal axis of described outlet pipe with the overturning angle of about 45 degree.

12. motors according to claim 1, is characterized in that, described fuel injector is connected on described conduit.

13. motors according to claim 1, is characterized in that, described engine body limits the head portion of described compression cylinder, and described first rotary valve and described second rotary valve are arranged in described head portion.

14. 1 kinds of methods manufacturing two stroke engine, described method comprises:

Bent axle is connected to respectively in the deflagrating jar and compression cylinder of described motor on reciprocating first piston and the second piston;

Described deflagrating jar and described compression cylinder are connected to go up each other via catheter fluid;

A pair valve is provided to flow into described compression cylinder to control air and flow to described conduit with the air pressurizeed described conduit from described compression cylinder; And

Be provided for the maintenance volume of the air at least one in described compression cylinder or described conduit, operate into the clean air of discharging roughly all residue of combustions and predetermined volume from described deflagrating jar, described maintenance volume is greater than the first maximum volume, and described first maximum volume is defined for the mixture keeping air and fuel by described deflagrating jar.

15. 1 kinds of methods producing power in two stroke engine, described method comprises:

Make first piston and the second piston respectively in the deflagrating jar and compression cylinder of described motor back and forth, described first piston and described second piston be connected to bent axle makes described crankshaft rotating and thus produce power;

Operating valve is to guide to described deflagrating jar from described compression cylinder via conduit by air, described conduit defines the first volume for keeping air, and described deflagrating jar defines the first maximum volume of the mixture for keeping air and fuel, described first volume of described conduit is greater than described first maximum volume of described deflagrating jar;

Fuel is directed in described deflagrating jar;

The mixture of combustion air and fuel in described deflagrating jar; And

Use the air that provides from described compression cylinder from the clean air of described deflagrating jar combustion gas and predetermined volume.

16. methods according to claim 15, is characterized in that, described method also comprises:

Control fuel and enter described deflagrating jar, make to allow from described conduit obtain at least 15% described air flow into described deflagrating jar and flowed out via its outlet pipe before the described fuel of permission enters.

17. methods according to claim 15, is characterized in that, described method also comprises:

By the air temperature control in described conduit for being less than 180 ℉.

18. methods according to claim 15, is characterized in that, described method also comprises:

By the air-pressure controlling in described conduit for being less than 60psi.

19. methods according to claim 15, is characterized in that, described method also comprises:

Control fluid to be fed in described motor, to cool at least one in described deflagrating jar, described compression cylinder or described conduit.

20. methods according to claim 15, is characterized in that, described method also comprises:

Be connected to by described motor without on oil fuel source, described fuel comprises based on the one in the recyclable fuel of alcohol, hydrogen or propane.